Compound Bracket System Vibration Control
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Solution Overview
Problem
Existing engine bracket designs that increase rigidity to avoid vibration-induced damage are often larger and heavier, leading to increased manufacturing costs and decreased fuel economy.
Innovation Solution
A compound bracket system with a first rigidly connected bracket and a second indirectly connected bracket, where the second bracket's rigidity is enhanced through a fastened strut and mounting tab interconnection, allowing for a more direct and rigid connection to the crankcase without additional weight or size.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If bracket rigidity is increased to raise natural frequency above engine excitation range, then vibration of mounted components is reduced, but bracket size and weight increase
Solution Approach 1:
The bracket is divided into two functional segments: a first bracket rigidly connected to the crankcase for structural support, and a second bracket indirectly connected through engine components for component mounting. This segmentation allows the second bracket to achieve necessary rigidity through the interconnection path without requiring increased size or weight of the bracket itself.
Solution Approach 2:
Engine components serve as intermediary elements between the second bracket and the crankcase, creating an indirect connection path. This intermediary approach allows the bracket to achieve adequate rigidity through the combined stiffness of the connection path and mounted components rather than requiring the bracket itself to be oversized.
2Reliability
If bracket rigidity is increased to raise natural frequency above engine excitation range, then vibration of mounted components is reduced, but manufacturing cost increases
Solution Approach 1:
The bracket system is segmented into two functional parts with different connection strategies, allowing each to be optimized for its specific role rather than requiring the entire bracket to be oversized and expensive.
Solution Approach 2:
The second bracket serves multiple functions: mounting components while utilizing the indirect connection through engine components as part of the vibration isolation strategy, eliminating the need for additional vibration damping mechanisms.
3Reliability
If bracket rigidity is increased to raise natural frequency above engine excitation range, then vibration of mounted components is reduced, but bracket size increases
Solution Approach 1:
The solution moves from a single-dimension approach (increasing bracket thickness or cross-section) to a multi-dimensional approach by creating an indirect connection path through three-dimensional space via mounted engine components.
Data Source
AI summary
A compound bracket system (400) for an internal combustion engine (100) includes a first bracket (112) that is rigidly connected to a crankcase (102) of the internal combustion engine (100). The first bracket (112) forms at least one mounting pad (310) that is arranged to connect to and support a first engine component (114). A second bracket (120) is connected to the crankcase (102) through at least one additional engine component (110). The second bracket (120) forms a component cavity (208) that is arranged to accept and support a second engine component (118). The first bracket (112) forms an interconnection pad (314), and the second component forms a strut (216) having a mounting tab (218). The mounting tab (218) is advantageously connected to the interconnection tab (314) with a fastener (422), thus increasing the rigidity of the second bracket (120) as mounted on the engine (100).